Otto hartwich



Nrrn 8trnfrns OTTO HARTWICH, OF SVINEMNDE, GERMANY.

SHIPS FORM.

SPECIFICATION forming part of Letters Patent No. 590,101, datedSeptember 14, 1897.

Application led January 8,1896. Serial No. 574,768. (No model.) Patentedin Germany September 27,1895,No. 86,379; in England December 2, 1895,No. 23,056; in France December 14, 1895, No. 252,477; in BelgiumDecember 14, 1895, No. 118,854; in Norway December 15, 1895, No. 4,829;in Austria December 29, 1895, No. 45/5,139; in Italy December 31, 1895,XXX, 40,885, and LXXIX, 225; in Finland January 4, 1896, No. 604; inHungaryJanuary 7, 1896,1T0. 5,081; in Canada February 20,1896,No.51,895; in Spain April 11, 1896, No. 18,408; in Portugal June Z0, 1896,No. 2,120, and in Denmark January 14, 1897, Nol 919.

:To all whom it may concern:

Be it known that I, OTTO HARTWICH, a subject of the King of Prussia,Emperor of Germany, residing at Swinemiinde, in'the King dom of Prussia,Germany, have invented new and useful Improvements in Ships Forms,(which have been patented in Germany, No. 86,379, dated September 27,1895; in vGreat Britain, No. 28,956, dated December 2, 1895; in Austria,No. l15/5,139, dated December 29, 1895; in Hungary, No. 5,081, datedJanuary 7, 1896; in Norway, No. 4,829, dated December 16, 1895; inDenmark, No. 919, dated January 14, 1897; in France, No. 252,477, datedDecember 14, 1895; in Belgium, No. 118,854, dated December 14, 1895; inItaly, Reg. Gen., Vol. XXX, No. 40,885, Reg. Att., Vol. LXXIX, No. 225,dated December 8l, 1895; in Spain, No. 18,408, dated April 11, 1896; inPortugal, No. 2,120, dated June 20, v1896; in Canada, No. 51,395, datedFebruary 20, 1896, and in Finland, No. 604, dated Janu ary 4, 1896,) ofwhich the following is a speci ication. l

The ordinary forms of the bow and the water-line plan of sea goingvessels,whether they are narrow or broad, are such as to encounter greatresistance in the water. The greater the velocity of the vessel the moreobvious it is that the vertical cutting through of the waves in frontacts prej udicially on the speed,

as the masses of water are caused to rise against the how,increasingthereby the wetted surface, and as the water-line plan is such as not topermit these masses to iiow oft freely rearward the resistance of thewhole ships body in the water is very much increased. In order to avoidthese defects, I have devised a form for a ships hull to otter the leastresistance without interfering with the stability or with the capacityof the vessel, as I shall now describe.

In the first place I modify the shape of the fore part or bow of thevessel in such a manner that instead of cutting through the watervertically it divides the water horizontally, so that one portion of thewater is deflected does'not retard the vessel, but rather aids itsmotion, whilegthe portion of the water which is deflected upward, owingto the peculiar shape of the water-line plan, is so directed as toreduce the resistance to a minimum.

Reference is to be had to theaccompanying drawings, forming a part ofthis specification, in which similar characters of reference indicatecorresponding parts in all the igures.

Figure 1 is a side elevation of the improved vessel, the part adjacentto the rudder-shaft bein g, for the sake of greater clearness, shown insection. Fig. 2 is a plan of one half of the vessel, with linesindicating the curvature at the points indicated by the three.approximately-horizontal lines I IV L and Il in Fig. 1. Fig. 3 is across-section taken amidships on the line f in Figs. 1 and 2. Fig. 4 isa double end view showing one half as seen from the bow and the otherhalf as seen from the stern, with lines indicating the curvature of thehull in the vertical transverse planes indicated by vertical lines a b cd e in Figs. 1 and 2; and Fig. 5 is a front or bow wiew of the vessel.

For the purpose of my invention .I in the first place entend the forepart or bow A of the ship under the water-line, so as to form itsomewhat like' a ram B, (see Fig. A51,) whose breadth is considerable,while its height is comparatively small, with a rounded front edge tocut the water horizontally; secondly, the cross-section of the shipsbody joining this projecting bow by curves of predetermined formation,corresponding to the waterline plan in Fig. 2, is such that the immersedpart of the body is broadest immediately behind the bow and is decreasedin width toward the stern, first gradually, then more abruptly,according to quite determined curves and not arbitrarily; thirdly, thehull is suddenly contracted just above the water-line,

(see cross-section in Fig. 3,) the greatest width being below thewater-level in a part which is rounded off, and which, being at itsouter part about level with the keel, turns inward and upward to lessdepth along the longitudinal center line of the vessel, thus presentinga hollow along the bottom C, divided by the projecting keel D. Thiscrosssection and the plan resulting therefrom insure great stability.

The exact shape of the above-indicated body and water-line plan resultsfrom particular d isplacem ent-curves of the immersion, which I haveinvented for obtaining the shape offering the smallest resistance whilefully insuring the stability of the vessel.

The shape of the ship in longitudinal section will be understood best byreference to the lines marked l., 2, 8, and 4 in Figs. l, 2, and 4.

In order to give the vessel great facility for maneuvering, I provide abottom rudder E immediately behind the bow, occupying part of thekeel-space and completely protected by the bottom. The rudder being alsoentirely surrounded by the water under the vaulted bottom it actsimmediately on the least turning about its vertical axis. This is ofparticular value and gives the improved rudder decided advantage overthe generallyknown sunk rudders.

Having thus fully described my invention,

l claim as new, and desire to secure by Letters Patent-- l. Ashipshullhavinga transversely-vaulted concave bottom with a keel extendinglongitudinally in said concavity, the hull when viewed in plan showingan outline which has its greatest width at or near the bow and decreasesin width toward the stern, the hull being tapered at the stern andformed at the bow with a broad rounded projection located with its topsurface approximately iiush with the water-line and having a horizontaldividing edge, the hull further when viewed from the end or incross-section, showing an outline which is contracted above thewater-line and has rounded portions of greater width approximatelylevelwith the keel, substantially as described.

2. A ship provided at the bow with a broad forward projection locatedunder the waterline and presenting a horizontal dividing edge, the hullhaving a transversely-vaulted concave bottom with the concavityextending forward to said projection, substantially as described.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

OT'O IIARTWICH. lVitnesses:

OTTO HERING, GUsTAv HLsMANN.

